Motor vehicle apparatus and method

ABSTRACT

An active wing apparatus for a vehicle. The apparatus comprises a deployable wing assembly and a lifting mechanism configured to lift the assembly. The lifting mechanism comprises at least two lifting arms each having first and second ends, the second end being pivotably coupled to the assembly, the first end being pivotably coupled to a mounting portion. The second ends are coupled to the assembly and arranged to move with respect to the assembly. Each arm is provided with a revolute side arm pivotably coupled at a first end to a respective lever arm at a side arm lever arm pivot, a second end of each side arm being pivotably coupled to a primary wing portion at a side arm wing pivot. The side arms are arranged to rotate with respect to the respective lever arm in a scissoring manner when the apparatus deploys to the deployed condition.

RELATED APPLICATIONS

This application is a 35 U.S.C. § 371 national stage application of PCTApplication No. PCT/EP2018/064692, filed on Jun. 5, 2018, which claimspriority from Great Britain Patent Application No. 1709163.8, filed onJun. 8, 2017, the contents of which are incorporated herein by referencein their entireties. The above-referenced PCT International Applicationwas published in the English language as International Publication No.WO 2018/224464 A1 on Dec. 13, 2018.

TECHNICAL FIELD

The present disclosure relates to a motor vehicle active wing apparatus.

BACKGROUND

It is known to provide a motor vehicle having a rear mounted wing forgenerating a down force when the vehicle is travelling at speed. Thedown force increases the force between wheels of the vehicle and thedriving surface, enhancing traction. In some vehicles the wing is fixedwhilst in some known vehicles the wing is retractable. Packagingconstraints can make stowing retractable wings problematic. This isparticularly the case in vehicles that are shaped for enhancedaerodynamic performance, such as sports cars.

It is against this background that the present invention has beenconceived. Embodiments of the invention may provide an apparatus,vehicle, controller, method, carrier medium, computer program product,computer readable medium or processor which mitigate one or moreproblems associated with known active wing apparatus. Other aims andadvantages of embodiments of the invention will become apparent from thefollowing description, claims and drawings.

SUMMARY OF THE INVENTION

In an aspect of the invention for which protection is sought there isprovided an active wing apparatus for a motor vehicle, the apparatuscomprising a wing assembly configured to reversibly deploy upwardly in afirst direction from a stowed condition to a deployed condition,

-   -   the apparatus comprising lifting means for lifting the wing        assembly when the apparatus is reversibly deployed from the        stowed condition to the deployed condition,    -   wherein the lifting means comprises at least one lifting arm,        each said at least one lifting arm having respective first and        second ends, the second end of each said at least one lifting        arm being pivotably coupled to the wing assembly at a lifting        arm wing assembly pivot point, the first end of each said at        least one lifting arm being pivotably coupled to a lifting arm        anchor portion, wherein rotation of the said at least one        lifting arm about the first and second ends causes lifting of        the wing assembly,    -   wherein the second end of each said at least one lifting arm is        coupled to the wing assembly and arranged to move with respect        to the wing assembly along a second, transverse, direction        substantially orthogonal to the first direction when the        apparatus transitions from the stowed to the deployed        conditions,    -   wherein each said at least one lifting arm is provided with a        respective revolute side arm pivotably coupled at a first end of        the side arm to the lever arm at a side arm lever arm pivot        located between the first and second ends of each said at least        one lever arm, a second end of the side arm being pivotably        coupled to the primary wing portion at a side arm wing pivot        that is located forward or rearward of the corresponding second        end of the lever arm with respect to a longitudinal axis of the        vehicle to which the apparatus is arranged to be attached,    -   wherein the side arm is arranged to rotate with respect to the        lever arm in a scissoring manner when the apparatus deploys from        the stowed condition to the deployed condition.

In one aspect of the invention for which protection is sought there isprovided an active wing apparatus for a motor vehicle, the apparatuscomprising a wing assembly configured to reversibly deploy upwardly in afirst direction from a stowed condition to a deployed condition,

-   -   the apparatus comprising lifting means for lifting the wing        assembly when the apparatus is reversibly deployed from the        stowed condition to the deployed condition,    -   wherein the lifting means comprises at least two lifting arms,        each having respective first and second ends, the second end of        each lifting arm being pivotably coupled to the wing assembly at        a respective lifting arm wing assembly pivot point, the first        end of each lifting arm being pivotably coupled to a lifting arm        anchor portion, wherein rotation of the lifting arms about the        first and second ends causes lifting of the wing assembly,    -   wherein the second ends of the lifting arms are coupled to the        wing assembly and arranged to move with respect to the wing        assembly along a second, transverse, direction substantially        orthogonal to the first direction when the apparatus transitions        from the stowed to the deployed conditions,    -   wherein the at least two lifting arms are each provided with a        respective revolute side arm pivotably coupled at a first end of        each side arm to the respective lever arm at a side arm lever        arm pivot located between the first and second ends of the lever        arms, a second end of each side arm being pivotably coupled to        the primary wing portion at a side arm wing pivot that is        located forward or rearward of the corresponding second end of        the lever arms with respect to a longitudinal axis of the        vehicle to which the apparatus is arranged to be attached,    -   wherein the side arms are arranged to rotate with respect to the        respective lever arm in a scissoring manner when the apparatus        deploys from the stowed condition to the deployed condition.

The feature that the side arm lever arm pivots are located forward orrearward of the respective lifting arm wing assembly pivot points hasthe feature of enhancing a stiffness of the apparatus. It is to beunderstood that this is at least in part because the wing assembly isthereby supported by the lifting means at a plurality of non co-linearsupport locations with respect to the wing assembly.

It is to be understood that this feature may also enable adjustment of apitch angle of the wing assembly from a first pitch angle, when the wingassembly is in the stowed condition, to a second pitch angle when thewing assembly is in the deployed condition.

It is to be understood that, by forward or rearward, is meant that theside arm lever arm pivots are each displaced with respect to alongitudinal axis of the vehicle either forward or rearward of thecorresponding lifting arm wing assembly pivot points.

Optionally, in the deployed condition, longitudinal axes of the liftingarms are substantially parallel to longitudinal axes of the respectiverevolute side arm.

This feature may, in some embodiments, enhance an aerodynamic efficiencyof the apparatus by reducing drag.

Optionally, the side arms and respective lever arm are arranged one infront of the other with respect to a longitudinal axis of the vehiclewhen the apparatus is in the deployed condition.

This feature may, in some embodiments, enhance the aerodynamicefficiency of the apparatus by reducing drag, since a surface area ofthe apparatus facing a flow of air over the apparatus when the vehicletravels at speed may be reduced.

Optionally, in the retracted condition, longitudinal axes of the liftingarms are substantially parallel to longitudinal axes of the respectiverevolute side arm.

This feature has the advantage that, in some embodiments, it enables theapparatus to assume a relatively compact configuration when in thestowed condition.

It is to be understood that, in embodiments in which longitudinal axesof the lifting arms are substantially parallel to those of therespective revolute side arm in the deployed and retracted conditions,the side arms may be rotated through substantially 180 degrees in theretracted condition compared with the deployed condition.

Optionally, a width of the side arms is arranged to narrow from theirfirst ends to their second ends.

The width of the side arms may taper from the first to the second ends.That is, the width may reduce from the first to the second ends.

Optionally, the first ends of the side arms are arranged to abut a rearedge of the respective lifting arm.

This feature has the advantage that a stiffness of the wing assembly totwisting forces about a lateral axis, for example pitch up or pitch downforces, may be enhanced. It is to be understood that, the wider thefirst ends of the side arms, the greater the resistance of the wingassembly may be to twisting forces about a lateral axis.

Optionally, the respective lifting arm wing assembly pivot points arearranged to move along the second, transverse, direction in oppositedirections to one another when the apparatus transitions from the stowedto the deployed conditions.

Optionally, the respective lifting arm wing assembly pivot points arearranged to move along the second, transverse, direction laterally awayfrom one another when the apparatus transitions from the stowed to thedeployed conditions.

Optionally, the first end of each lifting arm rotates about a point thatis provided at a substantially fixed location relative to the body ofthe vehicle when the apparatus transitions from the stowed to thedeployed conditions.

Optionally, the wing assembly is configured to reversibly expand along asecond direction transverse to the first direction from a compactcondition to an expanded condition when the wing apparatus deploys fromthe stowed condition to the deployed condition.

Thus it is to be understood that a wingspan of the wing assembly mayincrease when the apparatus deploys from the stowed condition to thedeployed condition.

Optionally, the wing assembly is configured to reversibly expandtelescopically along the second direction transverse to the firstdirection.

Optionally, the wing assembly comprises a primary wing portion and asecondary wing portion, the wing assembly being configured to reversiblyexpand by movement of the secondary wing portion laterally outwardlywith respect to the primary wing portion.

Optionally, the secondary wing portion is slidably received within theprimary wing portion, the wing assembly being configured to reversiblyexpand telescopically by movement of the secondary wing portionoutwardly from within the primary wing portion.

Optionally, the secondary wing portion comprises first and secondsecondary wing components configured to move outwardly from respectivelaterally opposite ends of the primary wing portion when the apparatustransitions from the stowed to the deployed conditions to cause the wingassembly to reversibly expand.

Optionally, the apparatus comprises a drive portion configured to causethe wing assembly to reversibly deploy from the stowed condition to thedeployed condition.

Optionally, the drive portion comprises a single actuator.

Optionally, the single actuator comprises a single electric motor.

The feature that movement of the first and second secondary wingportions may be coordinated or synchronised automatically by a singleactuator has the advantage that a complexity and potentially a cost ofthe apparatus may be reduced by reducing the number of componentsrequired. The single actuator may be the only actuator for causing thewing assembly reversibly to deploy.

Other types of actuator may be useful in some embodiments such as apiezoelectric actuator, for example a piezoelectric linear actuator.

Optionally, the drive portion is configured to cause the wing assemblyto reversibly deploy by causing the lifting means to cause lifting ofthe wing assembly.

Optionally, the drive portion is configured to drive at least onethreaded shaft comprised by the wing assembly to cause the wing assemblyto reversibly deploy and expand.

It is to be understood that in some embodiments a single threaded shaftmay drive both the first and second secondary wing components.Respective portions of the threaded shaft that are be coupled to thefirst and second secondary wing components may have threads of oppositehandedness. Thus the portion of the threaded shaft to which the firstsecondary wing portion is coupled may be one of a left-hand orright-hand thread, whilst the portion of the threaded shaft to which thesecond secondary wing portion is coupled may be the other of a left-handor right-hand thread.

In some alternative embodiments, two threaded shafts may be provided,optionally of opposite handedness, one to drive the first secondary wingportion and one to drive the second secondary wing portion. The twoshafts may be driven by a single drive portion, optionally a singleactuator, optionally a single electric motor. For example the threadedshafts may be coupled to opposite ends of a drive shaft of the electricmotor.

It is to be understood that, in some embodiments, rotation of the atleast one threaded shaft may cause the apparatus to transition part-waybetween the stowed and deployed conditions, with initial and/or finalmovement from one condition to the other being effected by one or moreother means. In some embodiments, initial movement of the apparatus fromthe stowed condition and/or the deployed condition may be effected bymeans other than rotation of the at least one threaded shaft in additionto or instead of rotation of the at least one threaded shaft.

Optionally, rotation of the at least one threaded shaft causes thelifting arm wing assembly pivot points to move along the second,transverse, direction when the apparatus transitions from the stowed tothe deployed conditions.

Optionally, the apparatus further comprises anchor means configuredreversibly to couple the apparatus to a structural member of the vehiclewhen the apparatus transitions from the stowed to the deployedconditions.

Optionally, the anchor means is coupled to the lifting means, whereinthe lifting means causes the anchor means reversibly to couple theapparatus to the structural member of the vehicle when the apparatustransitions from the stowed to the deployed conditions.

Optionally, the anchor means comprises at least one shooting boltconfigured to assume a deployed position when the apparatus is in thedeployed condition and a stowed position when the apparatus in thestowed condition, wherein with the apparatus in the deployed conditionthe shooting bolt locks the apparatus to the structural member of thevehicle and with the apparatus in the stowed condition the apparatus isreleased from the structural member.

Optionally, at least one said at least one shooting bolt is coupled toat least one lifting arm, the apparatus being arranged wherein movementof the at least one lifting arm towards the deployed condition causes atleast one shooting bolt to move towards the deployed position.

In some embodiments, as the at least one lifting arm is raised to thedeployed position the at least one shooting bolt moves towards thedeployed position to lock the apparatus to the structural member. Atleast a portion of the at least one shooting bolt may be arranged topass through an aperture formed in the structural member so as to lockthe apparatus to the structural member. The at least one shooting boltmay be arranged to move axially in a substantially horizontal plane whenit moves from the deployed position to lock the apparatus to thestructural member.

Optionally, each said at least one shooting bolt is coupled to at leastone lifting arm by means of a bar linkage to form a slider crankmechanism, wherein rotation of the at least one lifting arm causes thebar linkage to cause axial translation of at least one shooting boltfrom the stowed condition to the deployed condition.

Optionally, the apparatus further comprises pitch adjustment means foradjusting a pitch angle of the wing assembly in real time whilst thevehicle is travelling.

Optionally, the pitch adjustment means is configured to cause rotationof the wing assembly about an axis parallel to the second direction.

Optionally, the pitch adjustment means comprises an actuator comprisingan electric motor.

Optionally, the lifting arm anchor portion is substantially fixed withrespect to a portion of a body of the vehicle.

The portion may be a boot (trunk) lid of the vehicle.

In a further aspect of the invention for which protection is soughtthere is provided a controller for controlling apparatus according toany preceding claim, the controller being configured to cause theapparatus to assume the stowed condition or the deployed condition independence at least in part on at least one input signal.

Optionally, the controller is configured to receive a vehicle speedsignal indicative of vehicle speed over ground, the controller beingconfigured to cause the apparatus to assume the deployed condition ifthe apparatus is in the stowed condition and vehicle speed exceeds afirst deployment speed value, and to assume the stowed condition if theapparatus is in the deployed condition and vehicle speed falls below afirst retraction speed value.

Optionally, the first deployment speed value is greater than the firstretraction speed value.

Optionally, the controller is configured to cause adjustment of thepitch angle of the wing assembly by means of the pitch adjustment means.

In one aspect of the invention for which protection is sought there isprovided a vehicle comprising apparatus according to another aspect.

Optionally, the vehicle comprises a controller according to anotheraspect.

Optionally, the apparatus is coupled to a boot lid of the motor vehicleand the anchor means is configured releasably to couple the apparatus toa structural member of the vehicle, wherein the structural member formspart of a body of the vehicle other than the boot lid.

Optionally, the structural member is a portion of the body of thevehicle that defines at least in part an aperture that is opened andclosed by the boot lid, and with respect to which the boot lid moveswhen the boot lid is opened or closed.

In another aspect of the invention for which protection is sought thereis provided a method of increasing traction between a vehicle andground, the method comprising causing an active wing apparatus of themotor vehicle to reversibly deploy a wing assembly thereof upwardly in afirst direction from a stowed condition to a deployed condition,

-   -   the method comprising causing lifting means to lift the wing        assembly when the apparatus is reversibly deployed in the first        direction from the stowed condition to the deployed condition,    -   wherein causing the lifting means to lift the wing assembly        comprises causing at least two lifting arms, each having        respective first and second ends, the second end of each lifting        arm being pivotably coupled to the wing assembly at a respective        lifting arm wing assembly pivot point, the first end of each        lifting arm being pivotably coupled to an lifting arm anchor        portion that is substantially fixed with respect to a portion of        a body of the vehicle, to rotate about their first ends, causes        lifting of the wing assembly,    -   the method further comprising causing the second ends of the        lifting arms to move with respect to the wing assembly along a        second, transverse, direction substantially orthogonal to the        first direction when the apparatus transitions from the stowed        to the deployed conditions,    -   the method further comprising causing a pair of revolute side        arms, each pivotably coupled at a first end to a respective        lever arm at a side arm lever arm pivot located between the        first and second ends of the lever arms, and each having a        second end pivotably coupled to the primary wing portion at a        side arm wing pivot that is located forward or rearward of the        corresponding second end of the lever arms with respect to a        longitudinal axis of the vehicle to which the apparatus is        arranged to be attached, to rotate with respect to the        respective lever arm in a scissoring manner when the apparatus        deploys from the stowed condition to the deployed condition.

Optionally, in the deployed condition, longitudinal axes of the liftingarms are substantially parallel to longitudinal axes of the respectiverevolute side arm.

Optionally the side arms and respective lever arm are arranged one infront of the other with respect to a longitudinal axis of the vehiclewhen the apparatus is in the deployed condition.

Optionally, in the retracted condition, longitudinal axes of the liftingarms are substantially parallel to longitudinal axes of the respectiverevolute side arm.

Optionally the method comprises causing the respective lifting arm wingassembly pivot points to move along the second, transverse direction inopposite directions to one another when the apparatus transitions fromthe stowed to the deployed conditions.

In one aspect of the invention for which protection is sought there isprovided an active wing apparatus for a motor vehicle, the apparatuscomprising a wing assembly configured to reversibly deploy upwardly in afirst direction from a stowed condition to a deployed condition,

-   -   the apparatus comprising lifting means for lifting the wing        assembly when the apparatus is reversibly deployed in the first        direction from the stowed condition to the deployed condition,        wherein the lifting means comprises at least two lifting arms,        each having respective first and second ends, the second end of        each lifting arm being pivotably coupled to the wing assembly,        the first end of each lifting arm being pivotably coupled to an        lifting arm anchor portion coupled to a portion of a body of the        vehicle, wherein rotation of the lifting arms about the first        and second ends causes lifting of the wing assembly.

In an embodiment, the apparatus further comprises a cover panel providedbelow the wing assembly, the cover panel being arranged to be raised andlowered between stowed and deployed conditions when the apparatustransitions between the stowed and deployed conditions, in the deployedcondition the cover panel being arranged to at least partially cover arecess formed in a body portion of the vehicle within which at least aportion of the apparatus is provided when the apparatus is in the stowedcondition, the lifting arms being configured to protrude through coverpanel apertures formed in the cover panel to enable connection of thewing assembly to the portion of the vehicle body.

Optionally, the cover panel further comprises a pair of infill coverpanels, the panels being slidably coupled to the cover panel andslidably movable between open and closed conditions, wherein when theapparatus is in the stowed condition the infill cover panels each assumean open position in which the infill cover panels are at positions ofclosest approach to one another and when the apparatus is in thedeployed condition the infill cover panels assume a closed position inwhich the infill cover panels are at positions of furthest travel fromone another, in the closed position the infill cover panels beingarranged to close the cover panel apertures to a greater extent than inthe open position, the infill cover panels being coupled to therespective lifting arm at a location between the first ends, whereinwhen the apparatus transitions from the stowed to the deployedconditions, the lifting arms cause lifting of the infill cover panelswhich in turn causes sliding of the infill panels relative to the coverpanel and lifting of the cover panel as the wing assembly lifts.

Embodiments of the present invention have the advantage that the activewing apparatus may be made relatively compact when in the stowedcondition, whilst the wing assembly is able to provide a relativelylarge surface area to generate a desired aerodynamic effect when theapparatus is in the deployed condition.

Within the scope of this application it is expressly intended that thevarious aspects, embodiments, examples and alternatives set out in thepreceding paragraphs, in the claims and/or in the following descriptionand drawings, and in particular the individual features thereof, may betaken independently or in any combination. That is, all embodimentsand/or features of any embodiment can be combined in any way and/orcombination, unless such features are incompatible. The applicantreserves the right to change any originally filed claim or file any newclaim accordingly, including the right to amend any originally filedclaim to depend from and/or incorporate any feature of any other claimalthough not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described, by way of example only,with reference to the accompanying drawings, in which:

FIG. 1 is a perspective view of a vehicle boot lid having rear wingapparatus according to an embodiment of the invention installed thereon.

FIG. 2 is a rear view of the rear wing apparatus of FIG. 1 in asemi-deployed condition and mounted to a tray provided in a rear bootlid of a vehicle, as viewed in a forward direction along a longitudinalaxis of the body of the motor vehicle body to which the apparatus ismounted;

FIG. 3 is a schematic perspective illustration of a rear wing apparatusaccording to an embodiment of the present invention in a fully deployedcondition as viewed from behind the apparatus;

FIG. 4 shows (a) a perspective view of a right-hand portion of the rearwing apparatus of FIG. 1 in a fully stowed or retracted condition asviewed from the front of the apparatus and a rear perspective view of aleft-hand portion of the rear wing apparatus of FIG. 1 (b) midwaybetween the stowed and deployed conditions and (c) in the fully deployedcondition;

FIG. 5 is a perspective view from above of an expandable wing assemblyportion of the apparatus of FIG. 1;

FIG. 6 is a view of the apparatus of FIG. 1 from below I (a) thedeployed and (b) the stowed conditions;

FIG. 7 is a rear view of the rear wing apparatus of the embodiment ofFIG. 1 with the apparatus in the deployed condition;

FIG. 8 is a perspective view showing a recess cover and recess coversupport arm of the rear wing apparatus of FIG. 1;

FIG. 9 is a plan view of a vehicle incorporating the rear wing apparatusof FIG. 1 in a boot lid thereof;

FIG. 10 is a rear view showing a portion of a rear wing apparatusaccording to a further embodiment of the invention; and

FIG. 11 is a perspective view from a front of the rear wing apparatus ofFIG. 1 showing a left-hand portion of the apparatus including detail ofa shooting bolt arrangement.

DETAILED DESCRIPTION

FIG. 1 is a perspective view of a portion of a boot lid 50L of a motorvehicle having a rear wing apparatus 100 according to an embodiment ofthe invention. FIG. 2 is a section view of the rear wing apparatus 100.The boot lid 50L forms part of a body 50B of the vehicle (FIG. 9). Anx-axis of the Cartesian coordinate system illustrated is directed intothe plane of the page as indicated by the feathered arrow indicated atx. FIG. 3 is a rear perspective view of the apparatus 100 which isarranged to be mounted within the boot (or trunk) lid 50L.

The apparatus 100 has respective left and right mounting portions 101L,101R arranged to enable the apparatus to be mounted to the lid 50L. Themounting portions 101L, 101R each carry respective lever arms 112L, 112Rthat support an expandable wing assembly 120 of the apparatus 100.

The pair of lever arms 112L, 112R are each pivotably coupled at arespective pivot 111L, 111R at a first end to the respective mountingportions 101L, 101R so as to enable rotation of the respective lever arm112L, 112R about respective axes parallel to a longitudinal (x) axis ofthe vehicle. The lever arms 112L, 112R are each arranged to pivotbetween a stowed (or retracted) position in which they project inwardlytowards a centreline (CL) of the vehicle (FIG. 1), and a deployedposition in which they are each substantially vertically oriented. FIG.1 shows the apparatus 100 with the lever arms 112L, 112R in asemi-deployed position, substantially midway between stowed and deployedpositions, with the expandable wing assembly 120 in the process of beingraised to a deployed position. In the embodiment shown the lever arms112L, 112R lie in a substantially horizontal plane when the apparatus100 is in the stowed condition as shown in FIG. 4(a).

A second end of each lever arm 112L, 112R opposite the first ispivotably coupled to a respective threaded union joint 123L, 123R eachof which sits within a primary wing portion 126 of the expandable wingassembly 120. The union joints 123L, 123R each have a threaded bore, thebores of the respective joints 123L, 123R being of opposite thread toone another. In the present embodiment the left-hand union joint 123Lcarries a left-hand thread and the right-hand union joint 123R carries aright-hand thread.

A pair of threaded bars 122L, 122R are also provided within the primarywing portion 126 and pass through the bores of respective union joints123L, 123R. A first bar 122L that passes through the left-hand unionjoint 123L carries a left-hand thread corresponding to that of theleft-hand union join 123L and a second bar 122R that passes through theright-hand union joint 123R carries a right-hand thread corresponding tothat of the right-hand union join 123R.

The threaded bars 122L, 122R are coupled to a primary drive motor 121that is substantially coaxial with the bars 122L, 122R. The bars 122L,122R are coupled to respective left and right spindles of the motor 121in the arrangement shown and the motor 121 is configured to causerotation of the bars 122L, 122R relative to a casing 121C of the motor121. The casing 121C is coupled to the primary wing portion 126 of thewing assembly 120. Accordingly, the motor 121 is able to cause turningof the threaded bar 122 relative to the primary wing portion 126 whichin turn causes the union joints 123L, 123R to move either towards oneanother, i.e. in an inboard direction within the primary wing portion126, or away from one another, i.e. in an outboard direction. It is tobe understood that if in the position shown in FIG. 1 the motor 121rotates in a direction to cause the union joints 123L, 123R to move inthe inboard direction, the primary wing portion 126 will be lowered.Rotation of the motor 121 in the opposite direction causes the primarywing portion 126 to be raised. Arrows AI of FIG. 1 illustrate theinboard direction of travel from respective opposite sides of thecentreline CL.

The union joints 123L, 123R are each coupled to an inboard end of arespective secondary wing portion 127L, 127R. The secondary wingportions 127L, 127R are arranged concentrically with respect to theprimary wing portion 126 and are configured to extend telescopicallyfrom the primary wing portion 126 when the union joints 123L, 123R aremoved in an outboard direction. That is, when the union joints 123L,123R are moved in an outboard direction from the position assumed whenthe apparatus 100 is in the stowed condition to the position assumedwhen the apparatus 100 is in the deployed condition (illustrated in FIG.1 and FIG. 3), the secondary wing portions 127L, 127R move fromrespective stowed positions in which they sit substantially whollywithin the primary wing portion 126 to extended (deployed) positions inwhich they project from the primary wing portion 126 in a laterallyoutboard direction, increasing the overall wing span of the wingassembly 120.

It is to be understood that one advantage of the embodiment of FIG. 1 isthat the action of a single actuator, the primary drive motor 121, isable to cause both raising of the wing assembly 120 and extension of thewing assembly from a first wing span value (corresponding to the laterallength of the primary wing portion 126) to a second wing span value(corresponding to the lateral length of the primary wing portion 126 andextended portions of the secondary wing portions 127L, 127R). In anexample embodiment, the first wing span value is substantially 0.8 m andthe second wing span value is substantially 1.2 m, the secondary wingportions 127L, 127R each extended laterally outwardly from the primarywing portion 126 by substantially 0.2 m when the apparatus 100 is in thedeployed condition. It is to be understood that other values of firstand second wing span value may be useful in some embodiments, and. arewithin the scope of the invention. The actual values may be selected independence at least in part on the required performance characteristicsand constraints imposed by available package space within the boot lid50L.

The lever arms 112L, 112R are each provided with a respective revoluteside arm 112AL, 112AR. The side arms 112AL, 112AR are pivotably coupledat a first end of each side arm to the respective lever arm 112L, 112Rat a side arm lever arm pivot 112ALP, 112ARP. The pivots 112ALP, 112ARPare located between the respective pivots 111L, 111R at the first endsof the lever arms 112L, 112R, and union joints 123L, 123R at theopposite ends of the lever arms 112L, 112R. A second end of each sidearm 112AL, 112AR is pivotably coupled to the primary wing portion 126 ata side arm wing pivot 126LP, 126RP that is located rearward of thecorresponding union joint 123L, 123R with respect to the wing portion126. The feature that the side arm wing pivots 126LP, 126RP are locatedrearward of the respective union joints 123L, 123R has the consequencethat the pitch angle of the primary wing portion 126 at a given momentin time varies as the apparatus 100 moves between the stowed anddeployed conditions. It is to be understood that the pitch angle of theprimary wing portion 126 at a given position, from the stowed to thedeployed conditions, will depend at least in part on the length of theside arms 112AL, 112AR. With respect to the arrangement shown in FIG. 3,in which the apparatus in the fully deployed condition, it may beunderstood that lengthening the side arms 112AL, 112AR will result in asteeper pitch down attitude, whilst shortening the side arms 112AL,112AR will result in a shallower pitch down attitude. Appropriateselection of the length of the side arms 112AL, 112AR is thereforeimportant in determining the wing pitch angle when in the fully deployedcondition.

The manner in which switching of the apparatus 100 between the stowedand deployed conditions is effected is described in more detail below.

In the present embodiment, an automatic shooting bolt arrangement isprovided for locking the rear wing apparatus 100 to a portion of thevehicle body structure 50B other than the boot lid 50L when theapparatus 100 assumes the deployed condition. It is to be understoodthat the aerodynamic downforce generated by the wing assembly 120 may besubstantial when the vehicle is travelling at speed. Accordingly, theboot lid 50L and components by means of which the lid 50L is attached tothe remainder of the vehicle body 50B may be subject to substantialdownward force. The downward force can cause accelerated degradation ofthese components, which are required to perform important primaryfunctions such as hinging of the boot lid (in the case of hinges) orsecure closure of the boot lid 50L in the case of a lock. Accordingly,the present applicant has conceived the feature of anchoring or lockingthe rear wing apparatus 100 to the remainder of the body 50B of thevehicle when the wing assembly 120 assumes the deployed condition sothat forces on the wing assembly 120 are transmitted at least in partdirectly to the remainder of the vehicle body 50B from the apparatus 100and not entirely via hinges and/or a lock.

A left-hand portion of the apparatus 100 is illustrated in FIG. 11,showing the shooting bolt arrangement. Whilst the operation of theshooting bolt arrangement is described with respect to left hand leverarm 112L only, it is to be understood that the right hand lever arm 112Ris coupled in a similar manner to a corresponding shooting bolt on theright hand side of the apparatus 100.

The first end of the lever arms 112L carries a cam-like portion 112LCthat is coupled to a first end of a bar linkage 112B that is in turncoupled at a second end to a shooting bolt 113L. As can be seen in FIG.1, rotation of the lever arm 112L causes movement of the first end ofthe bar linkage 112B in an outboard direction when the lever arm 112L israised. This in turn causes shooting bolt 113L to slide laterallyoutboard within a guide aperture formed in an upright guide member101LG. The shooting bolt 113L slides through the upright guide member101LG as the lever arm 112L rotates to the upright, deployed conditionso that the bolt 113L projects laterally outboard from the tray 50T ofthe boot lid 50L.

With the boot lid 50L in the closed position as shown in FIG. 1, theshooting bolts 113L, 113R slide through respective apertures intorecesses 50BR formed in the portion of the vehicle body 50B adjacent theboot lid 50L. Accordingly, as noted above, aerodynamic forces on therear wing apparatus 100 in a downward, upward, forward or rear directionmay be transferred substantially directly to this portion of the vehiclebody structure 50B, rather than substantially entirely via the boot lid50L. This feature has the effect of reducing adverse stress loading onhinges and a lock associated with the boot lid 50L, reducing a risk ofpremature wear and premature failure of one or more of these components.The feature may also increase a rigidity with which the apparatus 100 issupported on the vehicle, reducing relative movement between theapparatus 100 and remainder of the vehicle body 50B. This may in turnenhance one or more handling characteristics of the vehicle.

It is to be understood that a further advantage of the embodiment ofFIG. 1 is that the action of a single actuator, the primary drive motor121, is able to cause raising of the wing assembly 120, extension of thewing assembly 120 from the first wing span value to the second wing spanvalue and, in addition, actuation of the shooting bolts 113L to causelocking of the rear wing apparatus 100 to a portion of the vehicle bodystructure 50B (FIG. 9) other than the boot lid 50L, when the apparatus100 assumes the deployed condition. The portion of the vehicle bodystructure 50B to which the shooting bolts 113L cause locking of the rearwing apparatus 100 is a portion of the body with respect to which theboot lid 50L is moveable in order to be placed in an open condition. Invehicles according to embodiments of the present invention that have achassis, the chassis forms part of the body with respect to which theboot lid 50L moves when being opened or closed.

In some embodiments, the rear wing apparatus 100 is also configured toallow a pitch angle of the wing assembly 120 to be adjusted whilst thewing assembly 120 is in the deployed position. In some embodiments, alength of the revolute side arms 112AL, 112AR may be adjusted in orderto adjust the pitch angle. In some embodiments, the rotational positionsof the lever arms 112L, 112R is adjusted in order to adjust the pitchangle, thereby slightly modifying the height of the wing assembly 120above the boot lid 50L.

As shown in FIG. 1 and FIG. 3, the apparatus 100 is further providedwith a recess cover 151 that is arranged to cover a recess 50R that isprovided in the boot lid 50L that accommodates the apparatus 100 when inthe stowed condition. The recess cover 151 has a pair of apertures 151Aprovided therein through which at least a portion of the lever arms112L, 112R and revolute side arms 112AL, 112AR may project. When in thestowed condition, the recess cover 151, including the apertures 151Aformed therein, is covered by the wing assembly. When in the deployedcondition, a portion of each of the apertures 151A is exposed.

The presence of the apertures can result in disturbance of air flow overthe apparatus 100 and may result in moisture ingress in the presence ofprecipitation. Accordingly, in the present embodiment, respective leftand right infill covers 152L, 152R are provided. The infill covers 152L,152R are arranged to be slidable in tracks 151T provided on an undersideof the recess cover 151. FIG. 4(a) is a close up view of a right handportion of the apparatus 100 as viewed from in front of the apparatus100 with the apparatus 100 in the stowed condition. The right handinfill cover 152R may be seen, slidable in track 151T formed in theunderside of the recess cover 151. FIG. 4(b) is a close up view of aleft hand portion of the apparatus 100 as viewed from behind theapparatus 100 with the apparatus in a condition substantially midwaybetween the stowed and deployed conditions. FIG. 4(c) is a similar closeup view of the left hand portion of the apparatus 100 viewed from behindwith the apparatus in the substantially fully deployed condition.

FIG. 5 shows the recess cover 151 with the left infill cover 152L in the‘closed’ position assumed when the apparatus 100 is in the deployedcondition, and the right infill cover 152R in the ‘open’ position,assumed when the apparatus 100 is in the stowed condition, to aidcomparison.

FIG. 6 shows an underside of the apparatus 100 in (a) the deployedcondition and (b) the stowed condition.

In order to accomplish sliding of the infill covers 152L, 152R betweenthe stowed and deployed conditions, edges of the infill covers 152L,152R closest to the lever arms 112L, 112R are pivotably coupled to thelever arms 112L, 112R at respective infill cover pivot locations 152LP,152RP of the lever arms 112L, 112R so that as the lever arms 112L, 112Rrotate from the stowed to the deployed position, the infill covers 152L,152R are drawn along the tracks 151T from the stowed to the deployedcondition.

It is to be understood that the infill cover pivot locations 152LP,152RP are at locations of the lever arms 112L, 112R displaced from thepivots 111L, 111R at the first ends of the lever arms 112L, 112R.Consequently, when the lever arms 112L, 112R rotate from the stowed tothe deployed positions as the apparatus 100 transitions from the stowedto the deployed conditions, the recess cover 151 together with theinfill covers 152L, 152R is caused to rise. The infill cover pivotlocations 152LP, 152RP are selected such that, with the apparatus 100 inthe deployed condition, the recess cover 151 is substantially flush withan outer “A” surface of the boot lid 50L.

In FIG. 1 and FIG. 3 the left infill cover 152L is shown in the locationassumed by the left infill cover 152L when the apparatus 100 is in thedeployed condition. The right infill cover 152R, however, is shown inthe position assumed when the apparatus 100 is in the stowed condition,i.e. the right infill cover 152R is shown disconnected from its infillcover pivot location 152RP enabling the infill cover pivot location152RP to be seen.

FIG. 7 is a front view of the wing apparatus 100 in the deployed(‘raised’ or ‘extended’) condition.

The recess cover 151 is provided with a support arm 141 as shown in FIG.3 and FIG. 8. The purpose of the support arm is to enhance a stiffnessof the wing assembly 120, reducing the amount of vibration anddeflection or bending thereof in use. The support arm has a trackportion in the form of an elongate track member 141T having asubstantially “I” shaped cross-section and a slide member 141S that iscoupled to the track member 141T and arranged to slide therealong. Theslide member 141S is pivotably coupled to an underside of the recesscover 151 at an upper support arm pivot 151P whilst one end of the trackmember 141T is coupled to a base anchor member 141BB at a lower supportarm pivot 141P. The base anchor member 141BB is arranged to be coupledto the boot lid 50L. When the wing apparatus 100 transitions from thestowed to the deployed conditions (and vice versa) the slide member 141Sis caused to slide along the track member 141T, such that the distancebetween the upper support arm pivot 151P and lower support arm pivot141P may be varied.

In the present embodiment the support arm 141 is a passively extendablemember, the electric motor 121 within the wing assembly 120 providingthe driving force for raising and lowering the wing assembly 120 andchanging the length of the support arm 141. In some alternativeembodiments, an additional actuator may be provided for extending andretracting the support arm 141 in order to reduce the loading on thewing assembly motor 121.

The rear wing apparatus 100 is provided in the body 50B of a vehicle 1in combination with a controller 15 as illustrated schematically in FIG.9. FIG. 9 also shows the boot lid 50L (a portion of which is also shownin FIG. 1) to which the apparatus 100 is mounted.

The controller 15 is configured to cause the primary drive motor 121 ofthe apparatus 100 to be operated to cause the apparatus 100 to switchbetween the stowed (retracted) and deployed conditions, via control line15S1.

In the present embodiment, the controller 15 is configured tocommunicate with a brake controller 11 of the vehicle 1 and receivesfrom the brake controller 11 real-time signals indicative of the speedof the vehicle 1 over ground. Other arrangements may be useful in somealternative embodiments. For example controller 15 may communicate witha controller other than a brake controller in order to receive vehiclespeed information. In some embodiments the controller 15 may alsoreceive signals indicative of the amount of brake pressure being appliedin a hydraulic braking system of the vehicle 1 in order to causebraking, and/or the amount of lateral acceleration experienced by thevehicle 1, at a given moment in time.

The controller 15 determines whether the apparatus 100 should be placedin the stowed or deployed condition in dependence on the signalindicative of vehicle speed. If the vehicle speed exceeds a firstdeployment speed value for more than a predetermined time period, thecontroller 15 determines that the apparatus 100 should be caused toassume the deployed condition. The controller 15 the causes theapparatus 100 to assume the deployed condition by activating the primarydrive motor 121. In the present embodiment the first deployment speedvalue is substantially 60 kph and the predetermined time period issubstantially 5 s. Other speed values and other time periods may beuseful in some embodiments.

If whilst the apparatus 100 is in the deployed condition the vehiclespeed falls below a first retraction speed value for more than apredetermined time period, the controller 15 determines that theapparatus should be placed in the stowed condition. Accordingly, thecontroller 15 causes the apparatus 100 to assume the stowed condition byagain activating the primary drive motor 121, but in the reversedirection. In the present embodiment the first retraction speed value issubstantially 40 kph and the predetermined time period is substantially5 s. Other speed values and other time periods may be useful in someembodiments.

In the present embodiment, when the wing apparatus 100 is in thedeployed condition, the wing assembly 120 assumes a baseline pitch anglethat is substantially 10 degrees below a horizontal reference plane,being a plane that is fixed with respect to the vehicle body 50B.

In some embodiments, having variable pitch control, when the controllercause the apparatus 100 to assume the deployed condition, the controller15 initially causes the wing assembly 120 to assume the baseline pitchangle (10 degrees below a horizontal reference plane).

Whilst the apparatus 100 is in the deployed condition, the controller 15may monitor the signal indicative of brake pressure (‘brake pressuresignal’) and the signal indicative of lateral acceleration (‘lateralacceleration signal’) in order to determine the required pitch angle ofthe wing assembly 120.

In some embodiments, the controller 15 causes the pitch angle of thewing assembly 120 to be set to a predetermined value other than thebaseline pitch angle in the event that the controller 15 determines thata predetermined force enhancement condition exists.

The controller may determine that a predetermined force enhancementcondition exists if any one of the following conditions is met:

(i) the lateral acceleration signal indicates that the amount of lateralacceleration experienced by the vehicle exceeds a first predeterminedlateral acceleration value or has exceeded this value within apredetermined lateral acceleration period of the present time; or

(ii) the brake pressure signal indicates that the amount of brakepressure exceeds a first predetermined brake pressure value or hasexceeded this value within a predetermined brake pressure period of thepresent time.

In the event that only condition (i) is met, the controller 15 may causethe pitch angle of the wing assembly 120 to be set to a firstpredetermined cornering pitch angle, by causing actuation of the pitchactuator device 131.

In the event that only condition (ii) is met, the controller 15 maycause the pitch angle of the wing assembly 120 to be set to a firstpredetermined braking pitch angle.

In the event that both conditions (i) and (ii) are met, the controller15 may cause the pitch angle of the wing assembly 120 to be set to thehigher of the first predetermined cornering pitch angle and the firstpredetermined braking pitch angle. If one of the two conditions issubsequently not met but the other is, the controller 15 may cause thepitch angle to be set to the value corresponding to the condition thatis met, until the condition is no longer met. When neither condition ismet the controller 15 may cause the pitch angle of the wing assembly 120to revert to the baseline pitch angle.

In some embodiments, the first predetermined cornering pitch angle maybe substantially 30 degrees below the horizontal plane, the firstpredetermined lateral acceleration value may be 0.5 g and thepredetermined brake pressure period may be substantially 5 s. Othervalues of predetermined cornering pitch angle, predetermined lateralacceleration value and predetermined brake pressure period may be usefulin some embodiments.

In some embodiments the first predetermined braking pitch angle may besubstantially 30 degrees, the first predetermined brake pressure valuemay be substantially 5 bar and the predetermined brake pressure periodmay be 5 s. Other values of first predetermined braking pitch angle,predetermined brake pressure value and predetermined brake pressureperiod may be useful in some embodiments.

In some embodiments, in the event that both of conditions (i) and (ii)are met the controller 15 may cause the pitch angle of the wing assembly120 to be set to a predetermined value that is higher than both thefirst predetermined cornering pitch angle and the first predeterminedbraking pitch angle in order to further increase the downward forceimposed on the vehicle 1 by the wing assembly 120 whilst the vehicle 1is braking and cornering.

In some embodiments, the pitch angle to which the wing assembly 120 isset during cornering may be dependent on the lateral acceleration valueexperienced by the vehicle 1, the amount by which the pitch angle issteepened below the baseline value increasing with increasing lateralacceleration as indicated by the lateral acceleration signal.

Similarly, in some embodiments, the pitch angle to which the wingassembly 120 is set during braking may be dependent on the brakepressure value experienced by the vehicle 1, the amount by which thepitch angle is steepened below the baseline value increasing withincreasing brake pressure value as indicated by the brake pressuresignal.

In some embodiments, the wing apparatus 100 may be configured to assumethe deployed condition when vehicle speed exceeds a predetermined valueand, once deployed, remain deployed until the vehicle 1 remainsstationary for more than a predetermined time period, or the vehicle isplaced in a parked condition. The controller 15 may determine that thevehicle 1 is in a parked condition by one or more of a variety of means,for example by determining that a driver has placed a transmission ofthe vehicle in a ‘park’ or similar mode, where the transmission has sucha mode, that the driver has switched off an engine of the vehicle,and/or any other suitable means.

In some embodiments, at least a portion of the primary wing portion 126and secondary wing portions 127L, 127R may be curved. FIG. 10illustrates a left hand portion of a rear wing apparatus 200 accordingto a further embodiment of the invention. Like features of theembodiment of FIG. 10 to those of the embodiment of FIGS. 1 to 9 areshown with like reference signs incremented by 100.

The wing apparatus 200 has curved secondary wing portions 227L, 227Rthat are slidably received within a correspondingly curved primary wingportion 226. Drive motor 221 is coupled to left and right union joints223L, 223R by means of respective threaded bars 222L, 222R. The threadedbars 222L, 222R are coupled to the drive motor 221 at respectiveuniversal joints 221UL, 221UR. The universal joints 221UL, 221UR allowrespective threaded bar 222L, 222R to rotate whilst at the same timeexperience pivoting about an axis substantially parallel to alongitudinal axis of the motor vehicle to which the wing apparatus 200is attached, as the left secondary wing portions 227L, 227R are movedreversibly between stowed and deployed conditions.

It will be understood that the embodiments described above are given byway of example only and are not intended to limit the invention, thescope of which is defined in the appended claims.

Throughout the description and claims of this specification, the words“comprise” and “contain” and variations of the words, for example“comprising” and “comprises”, means “including but not limited to”, andis not intended to (and does not) exclude other moieties, additives,components, integers or steps.

Throughout the description and claims of this specification, thesingular encompasses the plural unless the context otherwise requires.In particular, where the indefinite article is used, the specificationis to be understood as contemplating plurality as well as singularity,unless the context requires otherwise.

Features, integers, characteristics, compounds, chemical moieties orgroups described in conjunction with a particular aspect, embodiment orexample of the invention are to be understood to be applicable to anyother aspect, embodiment or example described herein unless incompatibletherewith.

The reader's attention is directed to all papers and documents which arefiled concurrently with or previous to this specification in connectionwith this application and which are open to public inspection with thisspecification, and the contents of all such papers and documents areincorporated herein by reference.

The invention claimed is:
 1. An active wing apparatus for a motorvehicle, the apparatus comprising a wing assembly configured toreversibly deploy upwardly in a first direction from a stowed conditionto a deployed condition, the apparatus comprising a lifting mechanismconfigured to lift the wing assembly when the apparatus is reversiblydeployed from the stowed condition to the deployed condition, whereinthe lifting mechanism comprises at least two lifting arms, each havingrespective first and second ends, the second end of each lifting armbeing pivotably coupled to the wing assembly at a respective lifting armwing assembly pivot point, the first end of each lifting arm beingpivotably coupled to a mounting portion, wherein rotation of the liftingarms about the first and second ends causes lifting of the wingassembly, wherein the second ends of the lifting arms are coupled to thewing assembly and arranged to move with respect to the wing assemblyalong a second, transverse, direction substantially orthogonal to thefirst direction when the apparatus transitions from the stowed to thedeployed conditions, wherein the at least two lifting arms are eachprovided with a respective revolute side arm pivotably coupled at afirst end of each side arm to a respective lever arm at a side arm leverarm pivot located between the first and second ends of the lever arms, asecond end of each side arm being pivotably coupled to a primary wingportion at a side arm wing pivot that is located forward or rearward ofthe corresponding second end of the lever arms with respect to alongitudinal axis of the vehicle to which the apparatus is arranged tobe attached, wherein the side arms are arranged to rotate with respectto the respective lever arm in a scissoring manner when the apparatusdeploys from the stowed condition to the deployed condition.
 2. Theapparatus according to claim 1, wherein, in the deployed condition,longitudinal axes of the lifting arms are substantially parallel tolongitudinal axes of the respective revolute side arm.
 3. The apparatusaccording to claim 1, wherein the side arms and respective lever arm arearranged one in front of the other with respect to a longitudinal axisof the vehicle when the apparatus is in the deployed condition.
 4. Theapparatus according to claim 1, wherein, in the retracted condition,longitudinal axes of the lifting arms are substantially parallel tolongitudinal axes of the respective revolute side arm.
 5. The apparatusaccording to claim 1, wherein the respective lifting arm wing assemblypivot points are arranged to move along the second, transverse,direction in opposite directions to one another when the apparatustransitions from the stowed to the deployed conditions.
 6. The apparatusaccording to claim 5, wherein the respective lifting arm wing assemblypivot points are arranged to move along the second, transverse,direction laterally away from one another when the apparatus transitionsfrom the stowed to the deployed conditions.
 7. The apparatus accordingto claim 1, wherein the wing assembly is configured to reversibly expandalong a second direction transverse to the first direction from acompact condition to an expanded condition when the wing apparatusdeploys from the stowed condition to the deployed condition.
 8. Theapparatus according to claim 1, wherein the wing assembly is configuredto reversibly expand telescopically along the second directiontransverse to the first direction.
 9. The apparatus according to claim7, wherein the wing assembly comprises a primary wing portion and asecondary wing portion, the wing assembly being configured to reversiblyexpand by movement of the secondary wing portion laterally outwardlywith respect to the primary wing portion.
 10. The apparatus according toclaim 9, wherein the secondary wing portion is slidably received withinthe primary wing portion, the wing assembly being configured toreversibly expand telescopically by movement of the secondary wingportion outwardly from within the primary wing portion.
 11. Theapparatus according to claim 9, wherein the secondary wing portioncomprises first and second secondary wing components configured to moveoutwardly from respective laterally opposite ends of the primary wingportion when the apparatus transitions from the stowed to the deployedconditions to cause the wing assembly to reversibly expand.
 12. Theapparatus according to claim 1, further comprising a drive portionconfigured to cause the wing assembly to reversibly deploy from thestowed condition to the deployed condition.
 13. The apparatus accordingto claim 12, wherein the drive portion is configured to cause the wingassembly to reversibly deploy by causing the lifting mechanism to causelifting of the wing assembly.
 14. The apparatus according to claim 13,wherein the drive portion is configured to drive at least one threadedshaft comprised by the wing assembly to cause the wing assembly toreversibly deploy and expand.
 15. A vehicle comprising the apparatusaccording to claim 1.